A detection device and method suitable for track bed disease detection

Abstract

The present application relates to the technical field of track detection, and particularly relates to a detection device and method suitable for track bed disease detection, which comprises a support main body and a radar antenna arranged on the support main body, and the support main body can travel along a track line; wherein the electric field polarization direction of the radar antenna is configured to be perpendicular to the sleeper of the track line; thereby, by configuring the electric field polarization direction of the radar antenna carried on the detection device for track bed disease detection to be perpendicular to the sleeper, the electric field vector direction is parallel to the sleeper and perpendicular to the steel reinforcement shielding surface in the track bed, which can effectively reduce the strong reflection interference width of the sleeper steel reinforcement and the strong reflection interference of the steel reinforcement in the track bed, significantly improve the effective signal single channel ratio, and simultaneously have the obstacle avoidance lifting function, which is beneficial to efficient and accurate detection and identification of the inside of the track bed.

Description

Technical Field

[0001] This invention relates to the field of track inspection technology, and in particular to a detection device and method suitable for detecting track bed defects. Background Technology

[0002] With the rapid expansion of urban rail transit networks and the increase in their operational lifespan, the track bed at the bottom of subway tunnels, as a key structure bearing the loads of tracks and trains, is susceptible to hidden defects such as cracks, voids, loose foundation, and interlayer gaps, which directly affect the long-term operational safety of the line. Ground-penetrating radar (GPR) has become the mainstream method for non-destructive testing of tunnel track beds due to its advantages of being non-destructive, having a fast detection speed, and providing intuitive and easy-to-analyze data.

[0003] Existing ground-penetrating radar (GPR) detection equipment for track beds mostly uses a ground-towing method. However, the track bed surface often has raised reinforced concrete sleepers, as well as various obstacles such as transponders, air-raid shelter thresholds, pipelines crossing the track, and trench covers distributed along the line, forming a complex working surface with intermittent undulations. Furthermore, the entire tunnel track bed contains densely packed reinforced concrete sleepers, rails, and drainage ditches with perennial water flow. The steel bars and water have strong reflection and high attenuation characteristics for radar waves, making it difficult for effective signals to penetrate and obscuring deep structural information. Traditional antenna arrangement methods cannot obtain clear and continuous radar profiles, and traditional detection methods in the industry are simply unable to accurately detect the condition of the bottom of the track bed.

[0004] It should be noted that the information disclosed in this background section is intended only to enhance the understanding of the overall background of the present invention, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] To address the technical problem that traditional ground-penetrating radar (GPR) detection equipment for track slabs cannot accurately detect the condition of the bottom of the track slab, this invention provides a detection device suitable for detecting track slab defects. The device includes a support body and a radar antenna mounted on the support body, and the support body can travel along the track line. The electric field polarization direction of the radar antenna is configured to be perpendicular to the sleepers of the track line.

[0006] By configuring the electric field polarization direction of the radar antenna mounted on the track bed defect detection device to be perpendicular to the sleeper, the electric field vector direction is parallel to the sleeper and perpendicular to the steel reinforcement shielding surface inside the track bed. This effectively reduces the width of strong reflection interference from the sleeper steel reinforcement and the strong reflection interference from the steel reinforcement inside the track bed, significantly increasing the proportion of effective signals per track. It also has obstacle avoidance lifting function, which is conducive to achieving efficient and accurate detection and identification of the track bed interior.

[0007] Furthermore, the supporting body includes a first frame, and a second frame and a third frame located at both ends of the first frame. Each end of the second frame and each end of the third frame is provided with an inner telescopic arm, which extends into the first frame and is slidably connected to the first frame. The first frame is provided with multi-level adjustment holes, and the inner telescopic arm is provided with limiting holes that are adapted to the multi-level adjustment holes. The second frame and the third frame can be extended and locked along both ends of the first frame by the cooperation of the multi-level adjustment holes and the limiting holes.

[0008] Furthermore, it also includes a set of traveling wheels, which includes a first traveling wheel and a second traveling wheel. The first traveling wheel and the second traveling wheel are respectively disposed at the front and rear ends of the support body along the track line. By driving the first traveling wheel and the second traveling wheel to travel along the track line, the support body is driven to travel synchronously along the track line.

[0009] Furthermore, the traveling wheel assembly also includes an encoding wheel assembly, which is connected to the support body and located on the side of the second traveling wheel away from the first traveling wheel.

[0010] Furthermore, it also includes a radar support section for supporting the radar antenna. The radar support section is vertically and flexibly mounted on the support body via several suspension components, which facilitates the adjustment of the height of the radar support section to maintain a preset coupling distance between the radar antenna and the track surface.

[0011] Furthermore, the suspension assembly includes an adjusting screw, a first nut, and a second nut. The adjusting screw is disposed on the support body. The radar support portion has a connecting portion corresponding to the position of the adjusting screw. The connecting portion is sleeved on the adjusting screw. The first nut and the second nut are respectively sleeved on the adjusting screw and threadedly connected to the adjusting screw. The first nut and the second nut are respectively located at the upper and lower ends of the connecting portion.

[0012] Furthermore, the running wheel assembly also includes a support base plate, which is connected to the bottom of the support body, and the first running wheel and the second running wheel are respectively disposed at both ends of the support base plate; The supporting base plate is provided with an obstacle avoidance lifting mechanism. The obstacle avoidance lifting mechanism includes a guide rail fixed on the supporting base plate and a slider that can move along the setting direction of the guide rail. The slider is connected to the first frame, and the first frame is moved along the setting direction of the guide rail by the slider to realize the obstacle avoidance function.

[0013] Furthermore, the obstacle avoidance lifting mechanism also includes a drive unit and an ultrasonic ranging unit that is communicatively connected to the drive unit. The drive unit is connected to the slider to drive the slider to move along the set direction of the guide rail, thereby realizing the automatic obstacle avoidance function.

[0014] Furthermore, it also includes a terminal support assembly, which includes a support bracket, a support arm, and a terminal tray. The support bracket is connected to the support body, one end of the support arm is connected to the support bracket, and the other end of the support arm is connected to the terminal tray. The terminal tray is used to support the data acquisition terminal, and the data acquisition terminal is communicatively connected to the radar antenna.

[0015] On the other hand, the present invention also provides a method for detecting track bed defects, which uses the above-mentioned detection device suitable for detecting track bed defects, and specifically includes the following steps: Drive the supporting body to travel along the track; The radar antenna is used to transmit electromagnetic waves toward the track bed and receive reflected signals. The data acquisition terminal generates a radar profile based on the reflected signal, and identifies the defective areas under the sleepers and inside the track slab based on the radar profile.

[0016] Based on the above, the detection device and method for detecting track bed defects provided by the present invention, compared with the prior art, configures the electric field polarization direction of the radar antenna mounted on the detection device to be perpendicular to the sleeper, so that the electric field vector direction is parallel to the sleeper and perpendicular to the steel reinforcement shielding surface in the track bed. This can effectively reduce the width of strong reflection interference from the sleeper steel reinforcement and the strong reflection interference from the steel reinforcement in the track bed, significantly improve the proportion of effective signals per track, and also has obstacle avoidance lifting function, which is conducive to achieving efficient and accurate detection and identification of the track bed interior. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Unless otherwise specified, the positional relationships in the drawings described below are based on the direction in which the components are drawn in the figures.

[0018] Figure 1 This is a schematic diagram of a detection device for detecting defects in track bed provided in an embodiment of the present invention; Figure 2An exploded structural diagram of a detection device suitable for detecting defects in track bed provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the arrangement of radar antenna elements in the existing technology; Figure 4 A schematic diagram of the radar antenna array arrangement of a detection device for detecting track bed defects according to an embodiment of the present invention; Figure 5 This is an exploded view of the second running wheel assembly and the coding wheel assembly provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of a suspension assembly provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of a terminal support component provided in an embodiment of the present invention; Figure 8 A schematic diagram of a detection device for detecting track bed defects provided in the second embodiment of the present invention; Figure 9 A schematic diagram of the structure of the first frame provided in the second embodiment of the present invention; Figure 10 This is a schematic diagram of the structure of the traveling wheel assembly and obstacle avoidance lifting assembly provided in the second embodiment of the present invention; Figure 11A A radar cross-sectional schematic diagram of the detection device provided by the present invention detecting the track center; Figure 11B A radar profile diagram of a conventional towing device's data acquisition unit detecting the track center. Figure 12A A radar cross-sectional schematic diagram of the detection device provided by the present invention detecting the outer side of the track. Figure 12B This is a radar cross-section diagram of a conventional towing device's data acquisition unit detecting the outer side of the track.

[0019] Figure label: 10-Support body, 11-First frame, 12-Second frame, 13-Third frame, 14-Inner telescopic arm, 111-Multi-level adjustment hole, 141-Limiting hole, 20-Radar antenna, 30-Walking wheel assembly, 31-First walking wheel, 32-Second walking wheel, 33-Encoding wheel assembly, 331-Encoding wheel, 332-First connector, 333-Second connector, 334-Encoder, 335-Torsion spring, 34-Support base plate, 40-Radar support, 41-Connecting part, 50-Suspension assembly, 51-Adjusting screw, 52-First nut, 53-Second nut, 60-Terminal support assembly, 61-Support bracket, 62-Support lever arm, 63-Terminal support plate, 70-Obstacle avoidance lifting mechanism, 71-Guide rail, 72-Slider, 73-Drive unit, 74-Ultrasonic ranging unit, 80-Panoramic acquisition device. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. Additionally, the term "comprising" and any variations thereof mean "at least comprising."

[0022] To fully illustrate the technical solution of this application, the existing technology and conventional detection process are first described. In the existing track bed detection operation, a two-step operation method is usually adopted. First, a coarse survey is carried out using a radar with a high ground clearance (the gap between the radar and the track bed). During the coarse survey, if a section with potential defects is found, a radar dragged on the surface of the track bed is used for precise detection.

[0023] However, this method is very time-consuming under the condition of limited inspection time (usually between 0:00 and 5:00). In addition, because the radar for coarse measurement is used to avoid obstacles, the distance between the radar and the track bed is usually greater than the wavelength of the radar electromagnetic wave. That is, its detection accuracy and precision are relatively low. Often, the damage can only be detected by coarse measurement after it has expanded, which means that there is a lag.

[0024] To address the technical problem that traditional ground-penetrating radar (GPR) detection equipment for track slabs cannot efficiently and accurately detect the condition of the track slab bottom, or to achieve at least one or more of the aforementioned advantages, an embodiment of the present invention provides a detection device suitable for detecting track slab defects. The technical solution of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application through various specific implementation methods.

[0025] Example 1 Please see Figure 1 , Figure 2 , Figure 1 This is a schematic diagram of a detection device for detecting defects in track bed provided in an embodiment of the present invention; Figure 2 This is an exploded structural diagram of a detection device for detecting defects in track bed, provided as an embodiment of the present invention.

[0026] As shown in the figure, the device includes a support body 10 and a radar antenna 20 mounted on the support body 10. The support body 10 serves as the mounting base for the device, supporting the radar antenna 20 and other components. The support body 10 is designed with a shape and structure conducive to movement along a track. For ease of explanation of the technical concept and solution of this invention, this embodiment preferably uses a track vehicle; the following embodiments will all use a track vehicle as an example. Of course, other shapes and structures can also be used, all of which are within the scope of protection of this application.

[0027] The core innovation of this embodiment lies in the adjustment of the electric field polarization direction of the radar antenna 20. Specifically, in implementation, as follows... Figure 3 , Figure 4As shown, in traditional ground-penetrating radar (GPR) track detection, the polarization direction of the antenna's electric field is usually parallel to the sleepers of the track. In this case, the transmission and reception direction of the antenna's electromagnetic waves remains parallel to the direction of travel of the track, that is, the antenna array is arranged along the direction of travel (longitudinal) of the track, so that the direction of the electric field vector is also parallel to the direction of track extension.

[0028] However, the inventors discovered that the subway track bed contains a dense steel mesh composed of longitudinal main bars and stirrups, and reinforced concrete sleepers are distributed on the surface. In the traditional model, the radar wave electric field is parallel to the longitudinal main bars in the track bed, which will induce strong electromagnetic induction and form a shielding effect similar to a "Faraday cage," preventing electromagnetic waves from penetrating the steel mesh to reach the bottom of the track bed. At the same time, the sleeper steel mesh forms a strong reflective shielding surface, resulting in a very low percentage of effective signals collected per track.

[0029] To address this technical challenge, this embodiment adjusts the electric field polarization direction of the radar antenna 20. Specifically, the electric field polarization direction of the radar antenna 20 is configured to be perpendicular to the direction in which the sleepers are positioned on the track (lateral direction), that is, the electromagnetic wave transmission and reception direction is configured to be parallel to the sleepers on the track. The antenna array is arranged along the direction in which the sleepers are positioned, so that the electric field vector direction is perpendicular to the direction of travel of the track and parallel to the sleepers.

[0030] In the theory of electromagnetic wave propagation, when the electric field vector of the incident wave is parallel to the axis of a good conductor (such as steel bars), a strong conduction current will be generated on the surface of the conductor, causing the electromagnetic wave energy to be reflected or converted into heat energy (Joule loss), that is, the "skin effect" and "shielding effect" are produced.

[0031] In this embodiment, by rotating the radar antenna 20 by 90°, the electric field vector direction of the radar wave is perpendicular to the longitudinal main ribs within the track bed. According to Maxwell's equations and the law of electromagnetic induction, the electric field direction forms a 90° angle with the long axis of the conductor, making it impossible to effectively induce current in the longitudinal main ribs.

[0032] This fundamentally breaks the traditional "Faraday cage" shielding mechanism, significantly reducing the dielectric loss and reflection loss of high-frequency electromagnetic waves when passing through the steel mesh, enabling radar waves to penetrate the surface of the track bed with higher energy efficiency.

[0033] Meanwhile, the polarization direction used in this embodiment alters the wave impedance characteristics of the radar antenna 20's radiation field. In a complex medium with dense reinforcement, the magnetic field component of the transversely polarized wave more easily forms a closed loop in the gaps of the reinforcement mesh, while the electric field component can more smoothly penetrate the transverse insulating medium (concrete). This field distribution characteristic optimizes the wave impedance matching of electromagnetic waves in the "air-concrete-reinforcement" multi-layer medium, reduces total reflection at the interface, and allows more electromagnetic wave energy to penetrate into the deeper layers of the track bed.

[0034] Furthermore, in order to obtain deeper images with higher signal-to-noise ratios, this scheme defines the gap between sleepers (ballast groove) as the "optimal signal acquisition window".

[0035] When the supporting body 10 drives the radar antenna 20 to move along the track, since the electromagnetic wave transmission and reception direction of the radar antenna 20 in this embodiment is parallel to the sleeper, the radar wave can make full use of the "optimal signal acquisition window" of the sleeper gap. This not only eliminates the shielding of the longitudinal main reinforcement in the track bed, but also effectively reduces the width of strong reflection interference from the steel reinforcement in the sleeper. This allows the electromagnetic wave to be incident vertically on the track bed base, enabling accurate detection and identification of defects inside the track bed, thereby significantly increasing the proportion of effective signals per track.

[0036] Based on the above, the support body 10 can be made of aluminum alloy, which has good rigidity, corrosion resistance, and weight advantages. In specific implementation, the support body 10 may include a first frame 11, and a second frame 12 and a third frame 13 located at both ends of the first frame 11.

[0037] The first frame 11, the second frame 12, and the third frame 13 can be hollow tubular, square tubular, or other shapes. Each end of the second frame 12 and each end of the third frame 13 has an inner telescopic arm 14. The diameter of the inner telescopic arm 14 is adapted to the diameter of the first frame 11, allowing the inner telescopic arm 14 to extend into the first frame 11 and form a sliding connection with it. The first frame 11 has multi-stage adjustment holes 111, and the inner telescopic arm 14 has limiting holes 141 adapted to the multi-stage adjustment holes 111.

[0038] In practical applications, by adjusting the length of the inner telescopic arm 14 extending into the first frame 11, and by inserting pins or bolts into the multi-level adjustment holes 111 and the limiting holes 141, it is easy to adjust the extension distance of the second frame 12 and / or the third frame 13 relative to the first frame 11. In conjunction with the multi-radar antenna 20, it supports synchronous measurement of the entire cross-section of the track bed.

[0039] Furthermore, the device also includes at least two sets of running wheels 30. For specific implementation, please refer to... Figure 2 See Figure 5 The running wheel assembly 30 includes a first running wheel 31 and a second running wheel 32. The first running wheel 31 and the second running wheel 32 can be single-sided wheels made of nylon, which can prevent derailment.

[0040] In practice, the first traveling wheel 31 and the second traveling wheel 32 are respectively located at the front and rear ends of the first frame 11 along the track line. By driving the first traveling wheel 31 and the second traveling wheel 32 along the track line, the supporting body 10 is driven to move synchronously along the track line.

[0041] Furthermore, the running wheel assembly 30 also includes an encoding wheel assembly 33 that is communicatively connected to the radar antenna 20. The encoding wheel assembly 33 is connected to the support body and is located on the side of the second running wheel 32 away from the first running wheel 31.

[0042] In specific implementation, the encoder wheel assembly 33 includes an encoder wheel 331, a first connector 332, a second connector 333, and an encoder 334. One end of the first connector 332 is connected to the support body 10, and the other end is hinged to the second connector 333. The axle of the encoder wheel 331 passes through the end of the second connector 333 away from the first connector 332 and is connected to the encoder 334. That is, the encoder wheel 331 and the encoder 334 are coaxially arranged, and the encoder 334 is activated by the rotation of the encoder wheel 331 to perform accurate mileage counting.

[0043] Furthermore, the encoder wheel assembly 33 also includes a torsion spring 335. The torsion spring 335 is disposed on the first connector 332, and its two ends of the torsion arm abut against the first connector 332 and the encoder 334 respectively, so as to press the encoder wheel 331 tightly against the rail tread of the track line and avoid mileage deviation caused by jumping or other actions.

[0044] During the journey, the coding wheel 331 and the first traveling wheel 32 roll synchronously and smoothly on the rail tread without relative slippage, providing an accurate mileage benchmark for the final test data.

[0045] Of course, it should be noted that the definitions of the first running wheel 32 and the second running wheel 33 are not fixed, but are defined according to the direction of travel of the device. That is, the running wheel in front of the direction of travel of the device is the first running wheel 32. At this time, the encoding wheel assembly 33 is located on the side of the second running wheel 32 away from the first running wheel 31, that is, the encoding wheel assembly 33 is located behind the direction of travel of the device to ensure the accuracy of the mileage.

[0046] It also includes a radar support 40. In a specific implementation, the radar support 40 is used to support the radar antenna 20. In this embodiment, the radar support 40 is preferably a one-piece molded basket made of PVC material. PVC material has the characteristics of low dielectric constant and near-zero conductivity, which can minimize the reflection and interference of the polarized electromagnetic field of the radar antenna 20, avoid the generation of secondary reflected waves, and ensure effective detection in tunnel environments with dense reinforcement.

[0047] The arrangement of the 20 radar antenna elements in the radar support 40 is as follows: Figure 4 As shown, this significantly reduces the dielectric loss and reflection loss of electromagnetic waves when passing through the steel mesh of the track bed, enabling radar waves to penetrate the track bed surface with higher energy efficiency. At the same time, it effectively reduces the width of strong reflection interference from the sleeper steel bars and significantly increases the proportion of effective signals per track.

[0048] Preferably, there are three radar support parts 40, which are respectively disposed on the first frame 11, the second frame 12, and the third frame 13. Each of the three radar support parts 40 is constructed with... Figure 4 The array shown has radar antennas 20 arranged to support synchronous line measurement of the entire track bed cross section.

[0049] Preferably, the radar support 40 can be vertically mounted on the support body 10 via several suspension components 50, facilitating height adjustment of the radar support 40 through the suspension components 50 to maintain a preset coupling distance between the radar antenna 20 and the track bed. Preferably, the preset coupling distance is not greater than the electromagnetic wave wavelength of the radar antenna 20 to achieve accurate detection.

[0050] In specific implementation, please combine Figure 1 See Figure 6 The suspension assembly 50 includes an adjusting screw 51, a first nut 52, and a second nut 53. The adjusting screw 51 is longitudinally arranged on the support body 10. The radar support part 40 has a connecting part 41, which can be integrally formed with the radar support part 40, or fixed to the radar support part using connectors such as angle brackets.

[0051] The connecting part 41 is sleeved on the adjusting screw 51, and the first nut 52 and the second nut 53 are also sleeved on the adjusting screw 51 respectively, with the first nut 52 and the second nut 53 located at the upper and lower ends of the connecting part 41 respectively. The first nut 52 and the second nut 53 are threadedly connected to the adjusting screw 51 respectively.

[0052] By adjusting the relative positions of the first nut 52 and the second nut 53 on the adjusting screw 51, the radar support part 40 is driven to move along the setting direction of the adjusting screw 51 so that the radar antenna 20 maintains the preset coupling distance between itself and the track surface.

[0053] The device also includes a terminal support assembly 60. Please refer to... Figure 1 See Figure 7 The terminal support assembly 60 includes a support bracket 61, a support arm 62, and a terminal tray 63.

[0054] In practice, one end of the support bracket 61 is detachably connected to the support body 10. The connection between the support bracket 61 and the support body 10 can be a detachable connection method such as a clamp or a U-shaped buckle.

[0055] The support bracket 61 can be a hollow structure, with its other end connected to one end of the support arm 62 via a damping pivot, facilitating 360° rotation of the support arm 62. The support arm 62 can consist of two metal arms connected by a folding hinge, which, together with the damping pivot, enables the support arm 62 to achieve 360° rotation and height adjustment.

[0056] The other end of the supporting arm 62 is connected to the terminal support plate 63. The terminal support plate 63 is used to support the data acquisition terminal (not shown in the figure), which is communicatively connected to the radar antenna 20.

[0057] Preferably, the terminal tray 63 can be equipped with anti-slip rubber pads (not shown) and elastic buckles (not shown) to firmly fix the data acquisition terminal and prevent the data acquisition terminal from sliding or falling due to vibration during the push process.

[0058] In another specific embodiment, to further improve the obstacle avoidance capability of the detection device, multiple obstacle avoidance lifting mechanisms 70 are configured for the detection device.

[0059] like Figures 8 to 10 As shown, the running wheel assembly 30 also includes a support base plate 34, and the obstacle avoidance lifting mechanism 70 is mounted on the support base plate 34.

[0060] In specific implementation, the support base plate 34 is connected to the bottom of the first frame 11, and the first traveling wheel 31 and the second traveling wheel 32 are respectively set at both ends of the support base plate 34. Then, multiple sets of obstacle avoidance lifting mechanisms 70 can be set directly above the first traveling wheel 31 and the second traveling wheel 32 to improve stability during the movement.

[0061] The obstacle avoidance lifting mechanism 70 includes a guide rail 71 fixed on the support base plate 34 and a slider 72 that can move along the setting direction of the guide rail 71. The slider 72 is connected to the first frame 11. In a specific implementation, the guide rail 71 is longitudinally fixed on the support base plate 34, that is, the slider 72 can move up and down along the guide rail 71.

[0062] The drive wheel set 30 moves along the track, simultaneously driving the support body 10 along the track, and the radar antenna 20 detects the track bed. When encountering obstacles (transponders, air-raid shelter thresholds, track pipelines, and trench covers, etc.), the slider 72 is adjusted to move upward along the guide rail 71, causing the first frame 11 to move upward, thus achieving obstacle avoidance.

[0063] After passing the obstacle, the slider 72 adjusts downward, causing the first frame 11 to move downward synchronously, so that the radar antenna 20 returns to the preset coupling distance between the radar antenna 20 and the track surface.

[0064] Preferably, the obstacle avoidance lifting mechanism 70 may further include a drive unit 73 and an ultrasonic ranging unit 74 communicatively connected to the drive unit 73. The drive unit 73 is connected to the slider 72 for driving the slider 72 to move along the direction set by the guide rail 71.

[0065] The drive unit 73 can be a motor, and multiple drive units 73 can be synchronized through a control module (conventional technology, not shown in the figure) to avoid jamming during the lifting process and improve the smoothness and stability of the lifting.

[0066] The ultrasonic ranging unit 74 can be fixed at the front end of the support body 10 in the forward direction and is communicatively connected to the control module. The ultrasonic ranging unit 74 is used to determine the distance to obstacles. When an obstacle enters the preset safe distance, the control module is triggered to activate the drive unit 73, which drives the slider 72 to rise and fall along the set direction of the guide rail 71, thereby realizing the automatic obstacle avoidance function.

[0067] Preferably, the device may further include a panoramic acquisition device 80. The panoramic acquisition device 80 can be a fisheye lens, capable of recording the entire inspection process.

[0068] Example 2 This embodiment provides a method for detecting track bed defects, using the aforementioned detection device suitable for track bed defect detection, and specifically includes the following steps: Drive the support body 10 to move along the track; The radar antenna 20 is used to transmit electromagnetic waves toward the track bed and receive the reflected signals. The data acquisition terminal generates a radar profile based on the reflected signal, and identifies the defective areas under the sleepers and inside the track slab based on the radar profile.

[0069] By configuring the electric field polarization direction of the radar antenna mounted on the track bed defect detection device to be perpendicular to the sleeper, the electric field vector direction is parallel to the sleeper and perpendicular to the steel reinforcement shielding surface inside the track bed. This effectively reduces the width of strong reflection interference from the sleeper steel reinforcement and the strong reflection interference from the steel reinforcement inside the track bed, significantly increasing the proportion of effective signals per track. It also has obstacle avoidance lifting function, which is conducive to achieving efficient and accurate detection and identification of the track bed interior.

[0070] Example 3 To fully demonstrate the superior performance of the detection device and method provided in the above embodiments, this embodiment provides a comparative experiment: Using both a conventional drag-and-drop data acquisition device and the detection device for track bed defects provided in the above embodiments, the track center and outer side of the same track were detected respectively. A radar cross-section diagram is shown below. Figure 11A , Figure 11B , Figure 12A , Figure 12B As shown.

[0071] in, Figure 11A A radar cross-sectional schematic diagram of the detection device provided by the present invention detecting the track center; Figure 11B A radar profile diagram of a conventional towing device's data acquisition unit detecting the track center. Figure 12A A radar cross-sectional schematic diagram of the detection device provided by the present invention detecting the outer side of the track. Figure 12B This is a radar cross-section diagram of a conventional towing device's data acquisition unit detecting the outer side of the track.

[0072] As shown in the figure, during the detection of the track center, when the conventional towed acquisition device's radar sweeps across, the sleeper signal is obvious, and the radar wave diffracts and spreads on the sleeper side, expanding the affected area. When the detection device provided by this invention sweeps across the sleeper area, the number of tracks affected by the sleepers decreases, and the proportion of unaffected tracks increases. According to on-site estimates, the final effective signal per track for the conventional towed acquisition device is approximately 1 / 8; the final effective signal per track for the detection device provided by this invention is approximately 1 / 3, significantly improving the proportion of effective signal tracks.

[0073] During detection outside the track, the area affected by the sleeper end is reduced by approximately half, mainly due to the influence of the high-density reinforcing steel at the sleeper's outer end. Using the detection device provided by this invention, the area covered by the sleeper's outer end is reduced, and the proportion of radar signals unaffected by the sleeper's reinforcing steel in the collected data is significantly higher than with conventional drag-and-drop acquisition devices.

[0074] In summary, the detection device and method for detecting track bed defects provided by this invention, compared with the prior art, by configuring the electric field polarization direction of the radar antenna mounted on the detection device to be perpendicular to the sleeper, so that the electric field vector direction is parallel to the sleeper and perpendicular to the steel reinforcement shielding surface inside the track bed, it can effectively reduce the width of strong reflection interference from the sleeper steel reinforcement and the strong reflection interference from the steel reinforcement inside the track bed, significantly improve the proportion of effective signals per track, and at the same time have obstacle avoidance lifting function, which is conducive to achieving efficient and accurate detection and identification of the track bed interior.

[0075] Although this document uses terms such as support body and radar antenna frequently, the possibility of using other terms is not excluded. These terms are used merely for the convenience of describing and explaining the essence of the invention; interpreting them as any additional limitation would contradict the spirit of the invention.

[0076] Furthermore, those skilled in the art should understand that although many problems exist in the prior art, each embodiment or technical solution of the present invention can be improved in only one or a few aspects, without necessarily solving all the technical problems listed in the prior art or the background art simultaneously. Those skilled in the art should understand that any content not mentioned in a claim should not be construed as a limitation on that claim.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A detection device suitable for detecting defects in railway track beds, characterized in that: It includes a support body and a radar antenna mounted on the support body, the support body being able to travel along a track line; The electric field polarization direction of the radar antenna is configured to be perpendicular to the sleepers of the track line.

2. The detection device for detecting track bed defects according to claim 1, characterized in that: The supporting body includes a first frame, and a second frame and a third frame located at both ends of the first frame. Each end of the second frame and each end of the third frame is provided with an inner telescopic arm, which extends into the first frame and is slidably connected to the first frame. The first frame is provided with multi-level adjustment holes, and the inner telescopic arm is provided with limiting holes that are adapted to the multi-level adjustment holes. The second frame and the third frame can be extended and locked along both ends of the first frame by the cooperation of the multi-level adjustment holes and the limiting holes.

3. The detection device for detecting track bed defects according to claim 2, characterized in that: It also includes a set of traveling wheels, which includes a first traveling wheel and a second traveling wheel. The first traveling wheel and the second traveling wheel are respectively disposed at the front and rear ends of the support body along the track line. By driving the first traveling wheel and the second traveling wheel to travel along the track line, the support body is driven to travel synchronously along the track line.

4. The detection device for detecting track bed defects according to claim 2, characterized in that: The running wheel assembly also includes an encoding wheel assembly, which is connected to the support body and located on the side of the second running wheel away from the first running wheel.

5. The detection device for detecting track bed defects according to claim 1, characterized in that: It also includes a radar support, which supports the radar antenna. The radar support is mounted on the support body in a height-adjustable manner via several suspension components, so that the height of the radar support can be adjusted by the suspension components to maintain a preset coupling distance between the radar antenna and the track surface.

6. The detection device for detecting track bed defects according to claim 5, characterized in that: The suspension assembly includes an adjusting screw, a first nut, and a second nut. The adjusting screw is disposed on the support body. The radar support portion has a connecting portion corresponding to the position of the adjusting screw. The connecting portion is sleeved on the adjusting screw. The first nut and the second nut are respectively sleeved on the adjusting screw and threadedly connected to the adjusting screw. The first nut and the second nut are respectively located at the upper and lower ends of the connecting portion.

7. The detection device for detecting track bed defects according to claim 3, characterized in that: The running wheel assembly also includes a support base plate, which is connected to the bottom of the support body, and the first running wheel and the second running wheel are respectively disposed at both ends of the support base plate; The supporting base plate is provided with an obstacle avoidance lifting mechanism. The obstacle avoidance lifting mechanism includes a guide rail fixed on the supporting base plate and a slider that can move along the setting direction of the guide rail. The slider is connected to the first frame, and the first frame is moved along the setting direction of the guide rail by the slider to realize the obstacle avoidance function.

8. The detection device for detecting track bed defects according to claim 7, characterized in that: The obstacle avoidance lifting mechanism also includes a drive unit and an ultrasonic ranging unit that is communicatively connected to the drive unit. The drive unit is connected to the slider to drive the slider to move along the set direction of the guide rail, thereby realizing the automatic obstacle avoidance function.

9. The detection device for detecting defects in track bed according to claim 1, characterized in that: It also includes a terminal support assembly, which includes a support bracket, a support arm, and a terminal tray. The support bracket is connected to the support body, one end of the support arm is connected to the support bracket, and the other end of the support arm is connected to the terminal tray. The terminal tray is used to support the data acquisition terminal, and the data acquisition terminal is communicatively connected to the radar antenna encoding wheel assembly.

10. A method for detecting defects in track bed, characterized in that: The detection method, as described in any one of claims 1-9, for detecting defects in track ballast, includes the following steps: Drive the supporting body to travel along the track; The radar antenna is used to transmit electromagnetic waves toward the track bed and receive reflected signals. The data acquisition terminal generates a radar profile based on the reflected signal, and identifies the defective areas under the sleepers and inside the track slab based on the radar profile.

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